Username Protected wrote:
Hello...
Hello back.
Quote:
A buddy is shopping Sixes. He's a brand new student pilot, and I'm going to try to help him along as much as I can.
Tell him to get his IFR before buying, his insurance (even in a 6) will be much (much) lower. It's not really that much longer, plus he can get his High Performance and Complex signoffs done to give himself more flight/education time.
Quote:
Questions I don't know the answers to about Sixes are:
1. Do they have factory zinc chromate, or any other type of factory corrosion proofing?
The majority I have seen do not.
Quote:
2. 14v or 28v electrical systems (and if it changed from 14 to 28, what year)?
Some are 14, some are 28, although I don't have the year it changed. Some people changed them later anyway, just like some changed from fuses to breakers. Really, it's not a make or break thing.
Quote:
3. I know some have 4 tanks and some have 2. I've heard 2 is the more desirable setup. What year was this change made?
Most are going to be 4 tanks, but it isn't that bad as long you fly it nicely watching the numbers. The couple guys I knew with one installed an engine monitor with fuel flow to keep track visually as well as time tracking. If this is something he considers too much annoyance to start with a good 205/206/207 high wing might work.
Quote:
4. Was factory air conditioning available on the 6/260? I haven't seen any for sale, but we are leaning towards a 260 for budget reasons and speed isn't really a factor because the mission is short hops with big loads. AC would be really nice.
Even if it doesn't you can add it. Truth be told, unless his is from where it regularly is oven temps, I'd skip it for UL.
Quote:
5. From a ballpark standpoint is it best to look at the newest models before it became the Saratoga?
This is a personal preference. The older models (pre-1973 in particular) will probably have the highest UL. Personally I would get a 1970-1972 6-300, and put in the engine monitor if it doesn't have one. Don't forget to factor in the GAMI's too if needed to run LOP. This is a big six cylinder engine and it can eat gas quickly if you don't lean it out. That being said, it's a big six cylinder engine that isn't cheap to fix if you trash it trying to run LOP without the proper equipment. Add in a good engine management course considering he's new.
Quote:
Thanks!
No problem. Here's a couple random other points. Some were suggested to me by other Six owners, some are personal experience.
This bird is typically nose heavy taxing, and not much fun in grass when heavy nosed.
Take off the wheel pants for 100hrs. The Hershey bar wing Cherokees take a bit of getting used to compared to brand C trainers. Doubly true at landing time.
Make sure the person doing the prebuy evaluation knows Cherokee 6's, and knows how to check if that heavy nose was slapped down hard during landing. Many will miss crinkled firewalls.
Do spend a good amount of time with a longer time 6 pilot if possible. These things might fly like over-sized trucks with wings, but that doesn't mean someone can't benefit from a good 20 hours (in varying conditions) flying with someone who knows how the trucks should handle. In fact, if you can have them around longer (30-50 hours) even better, especially if it's "free" and you can shoot approaches and so on. Doubly true if it's your first plane post-brand-C flight training.
No matter what: 6, Lance, or Saratoga, always calculate your CG & Performance. These birds can lull you into a false sense of security because they are capable of carrying a heavy load. All it takes is a DA change and suddenly you aren't climbing like you should, then it's interesting times if you're lucky or an "accident" if you aren't lucky.